Apparatus for laying railway rails



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C. R. WRIGHT E'TAL APPARATUS FOR LAYING RAILWAY RAILS WQ? Wu @In sv in E o R/ @Il n. U l l a-- QI E I.

Jan. 17, 1956 Filed oct. 25, 1951 Jan. 17, 1956 Filed Oct. 25, 1951 C. R. WRIGHT ETAL APPARATUS FOR LAYING RAILWAY RAILS 3 Sheets-Sheet 2 INVENTOR: CWA /eL Es E. were/ur /YAIE'cELu/J N. JTANJaUm// N/LL/AN N. 5. 'Daw/Y Jan. 17, 1956 c. R. WRIGHT Erm. 2,730,962

APPARATUS FOR LAYING RAILWAY RAILS Filed oct. 25, 1951 z sheets-sheet s /7 /5/2 M 2a 2: (f 2/ "20 I YC* D l A /4 I Q v9 HA/Pczuw N. .SMA/maler i W/LL/AM N. 5. DUNN 3y 942424, @Mu/dw Hrm/enen United Staf Ptenft) 2,730,962 APPARATUS non LAYlNonAlLwAv-RAIL-s Charles R. Wright, Cleveland, and Marcellus M. Stansbury and William M. S. Dunn, Bellevue, Ohio Application October 25, 1951, Serial No. 253,151)

9 Claims. (Cl. 1042) This invention relates 4to improvements in or relating to an improved apparatus for use in connection with the laying of railway track. t

It is essential in the laying of railway track that the two rails which comprise the track be accurately/.aligned with and spaced from each other to maintain parallelismof the rails and accurate gauge. In the past this generally has been accomplished by first laying one Arail and securing it in place on its supporting ties. The second rail has then been placed in position on the ties and gauged, generally by use of hand gauges which extended from the head of the secured rail to the head of the unsecured rail. The unsecured rail then has been forced into contact with such gauge by suitable sidewise movement andsecured to the ties in the usual manner. This method hasA been slow, and while resulting in an approximation `ofthe de-` sired gauge, nevertheless has not providedas higha degree in accuracy as is desirable. Likewise, the past methods also have been disadvantageous in that their use has resulted in the setting up of strains in the rail and in the spikes which secured the rail to theties.` These strains are believed to have resulted partially from the .use of the second rail itself for gauging, and partially because, in the past, one end of a rail length `is spoked tota tie and `then the rail is gauged at the `next .tie by prying it into a position, the desired `distance from the irst rail. The rail is then spiked `to such tie, and the operation .rrepeated from tie to tie until fthe entire rail lengthV has been gauged and spiked to the ties. Thusjthe hee portion ol" the rail is plied from side to side while portions thereof are spiked to the ties. Shortly `after the rail was securedT in position these strainshave `acted to 4cause thetrack to become out of gauge, accordingly, therails have had to be adjusted frequently to maintain any semblance of .gauge accuracy. j The foregoing diiiicultieshavebeen accentuated jby increases in the height o1" therail which makes it -rnore susceptible to strains imparted `du'ringgauging operations,- and by the use of lengths .of rail, several-hundred `feet long, comprising a plurality of lshorter llengths of trail welded together end to end, prior to the layingthereotl to form a continuous length. The use of welded lengths of rail, particularly those welded prior to thelaying:there-l of, is desirable as `it eliminatesjoints between rail sections, the advantages of which elimination are well known.

The present invention contemplates laying `of `railway rails to gauge in a mannersuch as will eliminate setting up strains in the `rail or rail spikes, either of which might later cause the rail to become out of gauge. This isaccomplished by first aligning rand securing the `one rail-in position on the ties. Tie plates havingtrecessed seats Ito receive the other rail, as is customary are then placed `ion the ties with their recesses `accurately spaced from the rst or `secured rail. These .tie plates are secured to their respective ties while the rail receivingrecesses are held accurately spaced from the .secured rail. `'ille-.second rail` is then positioned on such (tie plates with its base seated 2,730,952 Patented Jan. 17, 1956 ice irl4 their recesses and the rail then secured in position by spiking itto the vties in the usual manner. Accordingly, pressure is not applied to the rail itself to bring it to gauge while any portion of the rail length is secured to the ties, thus the spiked portion of a rail length is not subjected to strains resultingfrom pressures used to bring the rail to gauge. j j

The 'invention further provides an improved form of apparatus to facilitate the positioning and securing of the tie plates for thesecond rail on the ties in a manner which enables them to be accurately spaced from the previously laid rail. Further the improved apparatus acts to hold a plurality of tie plates in a definite distance from the previously secured rail while such tie plates are being secured tothe ties.

Furtherobjects and advantages of the present invention will become more apparent from the following description which refers to the accompanying drawing in which there is illustrated onemanner of carrying out the improved method together with one form of improved apparatus for use inconnectiontherewith. The essential features of the invention will be summarized in the claims.

ln the drawings, Fig. l is a plan view of a section of railway track, illustrating one rail secured in position and the tie plates for the other rail being positioned to r'eceive the other rail, Vtogether with one form of apparatus for accurately gauging such ltie plates; Fig. 2 is a side View of the apparatus shown in Fig. 1; Fig. 3 is an end view of the apparatus on a slightly `enlarged scale; and Figs. 4 to 9 inclusive are diagrammatic views partially in transverse section illustrating the various steps in the improved method of laying the rail. t

Referring now to the drawings and particularly to Fig. l, there is illustrated a relatively short length of railway road bed including a plurality of ties 1 0 spaced one from the other in the usual manner. Onerail, for instance the rail 15, is shown aixed to the ties by spikes 12 which eX- teud throughtie plates 20 into the ties l0 and having the usual heads which engage the base of 'the rail 15 in the customary manner. Other spikes 14 are shown as extending through the tie plates and securing them in position on the ties.

The tie plates 20 are of the usual type which, as shown in Fig. 5, comprise an elongated flatplate having a recessed portion or rail seat 21 extending transversely thereof and of4 a width corresponding with the width of the base i6 of the rail 1 5. The tie plate 20 is provided with suitable openings indicated at 22 which extend through the plate to enable it to besecuredjto the tie by the spikes 14. Other openings 23 are, positioned relatively close to the edge of the rail seater recess 2 1 so that the heads of spikes,

` 12 positioned therein-will overlie the rail base 16, as indicured to the ,frame 32 and are so journaled in the bean.

accurate alignment and spaced relation to the rail 15 as indicated by the plates 20h. While these plates are held in position the ties are drilled to receive the spikes 12 and 14 using the tie plate openings 22 and 23 as templates and the spikes 14, which secure the tie plates to the ties are driven. When a number of tie plates 20c have been secured to the ties, :the rail 15A is positioned thereon and spiked to the ties by the spikes 12 which. pass through the openings 23 of the tie plates and the heads of which secure the rail in position in the usual manner.

The improved gauging apparatus is generally indicated in the drawings at 30. This apparatus comprises a frame 31 having an elongated `,rectangular frame portion 32 provided with a pair of longitudinally spaced double anged wheels 33. t These wheels are mounted in bearings 34 seframe portion 32, and extending transversely therefrom,

are a plurality of frame members 40. These frame members extend toward the intended position of the other rail and are braced by cross frame members 4l.

f The frame members 40 are provided at their outer ends with removable horizontal VVfratrie extensions 42 which are adjustably secured to the frame members 40 as for instance by a plurality of bolts 43 extending through suitable slotted openings 44 in at least one ot the frame members. Secured to the outer end of each frame extension 42 is a vertically extending post 45. Each post is provided withV a downwardly projecting removable extension 46 which is secured thereto for vertical adjustment by bolts 47 which pass through slotted openings 48 in both of theY vertical members.

A gauging member orshoe 50 is rigidly secured to the lowerend of the vertical post extensions 42. This shoe comprises an elongated Vllat plate of a width substantially identical with the widthv of the rail base 16 and of such a length as will extend across three or four ties. Adjacent its ends the sides of this member are beveled as indicated in Fig. 1 at 51 to facilitate sliding of the shoe into the rail seat recess 21 of the tie plates 20 and the camming of such plates into the desiredpositlon. The ends of the gauging member or shoe 50 are likewise bent upward as indicated at 52, Fig. 2, to permit it to readily slide onto the tie plates which previously have n been manually placed in approximate position.

To facilitate the manual positioning of the tie plates so that they may be brought to gauge by the gauging shoe it has been found convenient to provide the gauging apparatus with a forwardly extending member arable the tie plates 20 to be abutted thereagainst in a position to be engaged bythe shoe 50 as it moves along the roadbed. The member 60 is adjustably secured to the shoe supporting structure by braces 61 and 62, the latter being adjustablysecured tothe foremost of a pair of framegmembers 64 carried bythe frame 40. Y v

The frame `members 64 extend to either end of the gauging device andare shown joined by bars 65 4.which provide hand grips, by means of which the gauging apparatus may be moved along the track.

The frame 40 may support la power unit V' to provide power for the operation. of drilling apparatus Vand/or power hammers to spike the tic plates in position; The power unit and frame members 64 are spaced'inwardly from the gauging shoeV 50 and its associated supporting mechanism a distance sufficient to permit workmen to work therebetween. l'n operation the gauging apparatus is positioned with its ange wheels 33 in engagement with the rail 15 and tie plates 20 are positioned beneath the shoe 50 to thereby support the apparatus for movement along the roadbed.

Tie plates such as those shown at 20a are manually placed in position with one end thereof abutting the guide 60 andthe apparatus moved in the direction of the arrow of Fig. 1 to cause them to be engaged and cammed into position by the shoe 50. While the tie plates 2Gb are engaged by theshoe the ties are drilled by suitable drilling apparatus to receive the spikes 12 and 14. After the ties have been drilled and before the tie plates have been` rail to be laid in the seats 21 thereof. When a sutlcient 'number of tie plates have been secured in accurate position on the ties, the rail 15A is positioned in the seats Y 21 thereon and spiked to the ties by spikes 12. Accordingly, the rail 15A will be accurately gauged relative to the previously positioned rail 1S, the gauging having been accomplished without the exertion of strains upon the rail itself. Accordingly, the gauge will be maintained over a long period of time.

The improved method and apparatus are of great advantage in relaying rail. In this instance one old rail may be aligned, the other old rail removed, and a new rail substituted therefor as heretofore explained, Whereupon the newly laid rail may be used as a guide, the other old rail removed and replaced according to the Ypresent invention. The improved method and apparatus permits a considerable number of tie plates to be positioned before the rail is seated therein and due to the accurate positioning of such plate lengths of rail several hundred feed long may be readily positioned by and aligned with a previously laid rail without placing any undue strains upon the rail section.

The adjustability of the horizontal frame extensions 42 facilitate the use of the apparatus with tracks of differing gauges and permits compensation to be made for rail bases of differing widths. The vertical adjustment of the posts permits compensation to be made for dilering heights of rail. The removability of theV shoe permits the substitution of shoes of widths corresponding to differing widths of rail bases and the removability of the flanged wheels 33 permits substitution of wheels of various widths to compensate for rails of different head widths.

We claim:

l. A rolling gauge for railway tracks or the like including a frame adapted to extend between two rail positions, a' pair of rollers rotatably supporting one side of said frame and adapted to engage a previously positioned and lixed rail at least'two longitudinally spaced points relative to such rail, means to prevent transverse movement of said frame Irelative to said rail, an elongated shoe secured to the other side of said frame for engagement with the rail seats of a plurality of spaced tie plates to thereby support the other side of said frame, the forpensation may be vrnadefor different rail heights and gauges.

2. An apparatus for gauging railway tracks includl ing a frame, a pair of wheels supporting said frame, said wheels being rotatably mounted on said frame and longltudinally spaced to engage the head of a previously positionedand fixed rail at longitudinally spaced points, means to prevent transverse movement of said frame relative to said rail, an elongatedlongitudinal tie plate engaging shoesecured to said frame, said shoe extending longitudinally of the frame and spaced fa predetermined distancefrom `a longitudinal line connecting said wheels, said shoe having longitudinally extending sides to engage shoulders formed at the side of rail seats of tie plates.

3. An apparatus for gauging railway tracks including 4a frame, a pair of flanged wheels supporting said' frame, said wheelsbeing rotatably mounted on said fname and-each having a pair offlangesto engage they oppositesides-of the head of a previously positionedv and' fixed rail; said wheelsengaging said rail at longitudinally spacedpoints, said frame having Atransverse frameV membersv secured thereto and lextending toward the desired position of the Yother rail, an elongatedlongitudinallyV extending tieplate'` engaging shoe removablyr secureclrtor said transverse frame members for engagement` with the rail Seats of a plurality of tie plates and adapted to be slid thereacross, said shoe having spaced parallel longitudinally extending sides to engage parallel shoulders of the tie plate seats and thereby position said tie plates.

4. An apparatus for laying railway rail to gauge including an elongated frame, a pair of llanged wheels supportingly mounted at either end of said frame for engagement with the head of a previously properly positioned and fixed rail at longitudinally spaced points, means to prevent transverse movement of said frame relative to the previously positioned rail, horizontal frame members secured to said frame and extending transversely toward the desired position of the other rail, a longitudinally extending tie plate shoe secured to said horizontal frame members, said shoe having a length to engage simultaneously a plurality of rail seat equipped tie plates adapted to receive such other rail, said shoe having a width substantially identical with the width of the tie plate seats and spaced parallel sides to engage shoulders formed at the sides of such seats, whereby the shoe will progressively engage such seats and their shoulders as the apparatus is moved along the rail toward approximately positioned plates on spaced ties, and a guide carried by said frame member and extending forwardly of the shoe in position to define the location of one end of the tie plates whereby the plates may be manually positioned for engagement by the aligning shoe.

5. A rolling gauge for railway tracks or the like including a frame adapted to extend between the two rail positions, a pair of longitudinally spaced rollers rotatably supporting one side of said frame and adapted to engage a previously properly positioned and fixed rail at at least two longitudinally spaced points relative to the positioned rail, an elongated shoe secured to the other side of said frame for engagement with the rail seats of a plurality of spaced tie plates to thereby support the other side of said frame, means to prevent transverse movement of said shoe relative to said previously positioned rail, the forward end of said shoe having camlike surfaces to engage the side walls of the rail seats and cam the tie plates transversely into alignment with said shoe, and wherein said shoe is mounted for transverse adjustment relative to said frame whereby compensation may be made for dilerent rail gauges.

6. An apparatus for laying railway rail to gauge, including an elongated frame, a pair of wheels supportingly mounted at either end of said frame for engagement with the head of a previously properly laid and fixed rail at longitudinally spaced points, each wheel having a pair of spaced lianges to engage the sides of said rail head and restrict transverse movement of said frame, frame members secured to said frame and extending transversely toward the desired position of the other rail, a longitudinally extending tie plate shoe removably secured to said frame members and of a length to engage a plurality of rail seat equipped tie plates simultaneously, said shoe having a width substantially identical with the width of the tie plate seats and parallel side edges to engage shoulders formed at the sides of the seats, the forward portion of each of said edges terminating in a tapering surface to provide cam surfaces to move approximately prepositioned tie plates into accurate alignment with the shoe as the apparatus is moved along the rail toward such approximately positioned 6 shoes, and a guide carried by said frame member and extending forwardly of the shoe in position to define the approximate location of the tie plates whereby the plates may be manually positioned for engagement by the aligning shoe.

7. An apparatus for laying railway rail to gauge, including an elongated frame, a pair of flanged wheels supportingly mounted at either end of said frame for engagement with the head of a previously properly positioned and fixed rail at longitudinally spaced points, means to prevent relative transverse movement between said frame and said lixed rail, a pair of spaced horizontal frame members secured to said frame and extending transversely toward the desired position of the other rail, a vertically extending post secured to each of said frame members, a longitudinally extending tie plate shoe secured to said posts and of a length to engage a plurality of rail seat equipped tie plates simultaneously, said shoe having parallel sides to engage inwardly facing shoulders formed at the sides of the seats, said shoe having a width substantially identical with the distance between said shoulders, the forward edges of said shoe tapering inwardly to provide cam surfaces to engage said shoulders and move the tie plate into accurate alignment with the shoe, said shoe having its forward end inclining upward to facilitate engagement of the tie plate seat by the shoe as the apparatus is moved along the rail toward approximately positioned shoes, and a guide carried by said frame member and extending forwardly of the shoe in position to define the approximate location of one end of the tie plates whereby the plates may be manually positioned for engagement by the aligning shoe.

8. An apparatus for gauging railway tracks including a frame, means carried at one side of said frame to engage the head of a previously positioned and lixed rail at longitudinally spaced points and maintain said frame accurately positioned transversely relative thereto, an elongated longitudinal tie plate engaging shoe secured to the other side of said frame adapted to enter the rail seats of a plurality of tie plates and adapted to be slid thereacross, said shoe having spaced longitudinally extending parallel sides to engage spaced shoulders of the rail seats, and wherein said sides are spaced apart substantially the same distance as said shoulders, to thereby accurately position the tie plates relative to the fixed rail.

9. An apparatus for gauging railway tracks including a frame, a pair of wheels supporting saidl frame and longitudinally spaced to engage the head of a previously positioned and tixed rail at longitudinally spaced points, an elongated longitudinally extending tie plate engaging shoe mounted on and extending longitudinally of the frame and spaced from a longitudinal line connecting said wheels, and means for holding said shoe at a predetermined lateral position with respect to the head of the previously positioned and fixed rail, said shoe having laterally spaced side members to engage shoulders formed at the side of rail seats of the tie plates.

References Cited in the file of this patent UNITED STATES PATENTS 2,532,745 Thornley Dec. 5, 1950 2,562,287 Webster July 31, 1951 

